Bicycle.



Pafented- Nov. 2o, "|900,

' No. salma.

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(No Model.)

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No. 661,9?3. ."Patented Novj-fb, |900.

F. .1. GIBBs.

l B lcYcLE. (Applicaioi med Apr. 1, 1399.)

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irren FRANK J. GIBBS, OF TYRONE, PENNSYLVANIA.

BICYCLE.

SPECIFICATION forming part or Letters Patent No. 661,973, dated November 2o, 1900.

Application filed April I, 1899. berial No. 711,400. (No model.)

To all whom t may concern: y

Beit known that I, FRANK J. GIBBS, a citivZen of the United States, residing at Tyrone, in the county of Blair and State of Pennsylvania, have invented a new and useful Bicycle, of which the following is a specification.

This invention relates to bicycles or like vehicles having foot propelling mechanism; and the object of the invention is to provide simple and effective means involving differential driving devices controlled by the rider, whereby the latter can throw the said driving devices into and out of action with ease and rapidity, thereby to effect changes in speed and power to meet different conditions.

With these ends in view the invention consists in the novel combination of elements and in the construction and arrangement of parts, which will be hereinafter fully described and claimed.

To enable others to understand the invention, I have illustrated the preferred embodiment thereof in the accompanying drawings, forming a part of this specilication, and in which- Figure l is a side elevation of the rear portion of a bicycle provided with driving and differential-speed mechanism constructed in accordance with my invention. Fig. 2 is a longitudinal central section taken on the line 2 2, Fig. l, and looking in thedirection of the arrow. Fig. 3 isa vertical longitudinal section taken on the line 3 3, Fig. 2. Fig. 4 is a cross-section on the line 4 4, Fig. 2, and showing the front roller-clutch. Fig. 5 is a cross-section through the center of the rear wheel. Fig. 6 is a face View of the rear clutch. Fig. 7 is a detail of one of the driving-cranks.

Like characters denote like and corresponding parts in each of the several figures of the drawings.

While my improvements can be applied to any foot-propelled vehicles, I have represented the same and will describe and claim them in connection with a bicycle.

In the drawings the rear wheel of the cycle is designated by 2 and its shaft or aXle by 3, the latter being supported by the framework 4, which may be either of the well-known diamond or drop-frame type, although the former is illustrated.

The framework at the junction of the tubes 5, 6, and 7 is provided with a crank hanger or casing 8, which incloses the differentialspeed mechanism and which supports the front axle or shaft 9, the latter being rotatively supported by the usual ball or antifriction bearings.

The axle is provided at its opposite ends with the cranks l0, which are held in place by bolts or pins 12, extending through the said cranks and also through the keyways 13 on said axle, and loosely carries the sprocketwheel or other device 14, which can be coupled or operatively connected to said axle through the medium of a roller-clutch or other convenient coupling device, and as said sprocketwheel is connected bythe usual chain with the rear or driven sprocket-wheel the rear wheel of the cycle will be rotated, thereby propelling the machine.

The cycle is provided wit-l1 what may be termed fast and slow driving mechanisms, each of which can be readily thrown into or out of action by simple means within easy reach of the driver, and normally the fast driving mechanism is in action.

On the front axle or shaft 9 and at the end thereof opposite to that upon which the sprocket-wheel is supported the gear l5 is secured, and this gear constitutes the primary driving element of both driving mechanisms. The hub or sleeve 16 is supported loosely upon the driving-axle and constitutes, in effect, a part thereof, and it is operable upon ball or or other antifriction bearing. This hub or sleeve carries upon its inner end the gear or pinion 17, constituting the final member of the fast driving mechanism and which is located within the casing, and it also carries the circular plate or disk I8, constituting the principal member of a roller-clutch and which is located between the two gears l5 and 17. The hub or sleeve carries at its outer end the disk 19, constituting a part of the sprocket and which has a series of openings 20 near its periphery, certain of which are adapted to receive holding-bolts or like fastening devices which extend through the arms 22, projecting inward from the rim 23 of the sprocket-wheel. From this description it will be seen that the arms and rim of the sprocket-wheel can be removed for the purpose of su bstitnting a rim of larger or smaller diameter for the purpose IOO 'pockets 3l, which are deeper at one end than i of electing changes in speed and power, and this operation can be accomplished by unskilled persons with facility and rapidity.

The disk or circular plate 18, constitutingA a part of the roller-clutch which operates to connect the cranks or like operating devices with the sprocket-wheel 15, has a series of peripheral pockets 24 to receive acorresponding series of rollers 25, which are adapted to cooperatewith the inner face of the clutch portion or annular flange 26 on a web 27, suitably secured to the adjacent face of the primary driving-gear l5, and it will be seen that the pockets or recesses 24 are deeper at one end than at the other, by reason of which when the axle 9 is rotated in a forward direction the rollers will be caused to travel into the shallower portions of the pockets, so that they can frictionally engage the inner side of the clutch-section 26, thereby to connect the axle and the sprocket-wheel. When the levers or cranks, whichever are employed for driving the cycle, are at rest, the rollers Will lie in the deep portions of the peripheral pockets 24, so as to permit the rider to freely coast, and ne can use the pedals or cranks as footrests, as these will not rotate.

The rear sprocket is designated by 28, and l it is in the form of a ring, the inner face of i which serves as a clutch, and this sprocketi wheel surrounds the disk 29, and it is held in place by the plates 30, secured to the front and p rear faces thereof and which are attached j thereto by means of screws or equivalent devices. The sprocket 2S loosely surrounds the i disk 29, which latter has a series of peripheral i at the other and which receives the rollers? 32, which cooperate with the inner face of the l sprocket 28 for the purpose of coupling the latter to the rear wheel 2, it being understood that the coupling-disk 29 is secured vto l the hub 33 of said wheel. When motion is applied to the driving-cranks hereinbefore described, the front axle or shaft 9, and consequently the driving sprocket-wheel 14, will be rotated, thereby moving the chain, and consequently the rear sprocket-wheel 28, and this action will cause the rollers to ride along the inclined faces of the peripheral sockets 3l into the shallower portions of said pockets with a wedge-like action, thereby frictionally coupling the sprocket-wheel 2S, and consequently the disk 29, so that the latter, and hence the hub 33 and wheel 2, will be driven. When the machine is in motion, a rider, by discontinuing the action of the cranks, can coast, at which time the rear wheel will rotate by its own momentum and without the intervention of the rear sprocket, as it well be understood that the chain is at rest. I employ the rear roller or friction coupling when using the fast driving mechanism, as the forward friction or roller coupling is inactive while the fast driving mechanism is in operation.

The fast driving mechanism involves in its construction the gears 34 and 35, which are Geneve secured to the hollow sleeve or drum 36 either separately or being formed in one piece therewith, and this sleeve is mounted for rotary movement upon the transverselyarranged eccentric-shaft 37. This eccentric-shaft is represented by Figs.` 2 and 3 of the drawings in the form of a tubular spindle, which is provided at its ends with projecting journals 38, supported by the side walls of the crank hanger or casing 8 in rear of the front axle or shaft. This eccentric is threaded and has at its opposite ends the bearing-cones 3H, one or both of which can be screw-threaded thereon and against which and the cooperating cups 40 on the inside of the sleeve 36 at opposite ends thereof the antifriction balls 41 are adapted to travel. One of the journals 3S projects beyond the crank hanger or casing 8 and is provided with a squared portion 42 to receive the operating-lever 43, by actuating which the gears 34 and 35 can be thrown into mesh with the gears 15 and 17 on .the front axle 9, this operation being'` accomplished simply by pressing down upon the foot-lever '43, which results in turning' the eccentric 437. To uncouple the respective gears, an opposite 1 thrust will be applied to the lever 43.

When the gears 34 and 35 are in mesh with the gears 15 and 17, the fast speed mechanism will be operated from the axle to the primary gear 15, from thence 'to the gear 34 on the sleeve `36, then to the large gear 35, and then to the pinion 17 and as the train of gearing revolves the speed-multiplying member 35 the gear or pinion 17 will be driven at such a high rate of speed as to render the front friction-clutch ineiective for the time being.

The cranks 10 I prefer to use as levers, thereby driving the mechanism by a rocking or oscillatory motion, which can be done in view of the fact that independent clutches are used in connection with the fast and slow driving mechanisms. These cranks have at their outer ends the angular arms44, which supportthe stirrups 45, into which the feet of a rider can be thrust, and it will be observed that by this arrangement the feet of the rider are located nearer the axis of the front-axle `durin g the initial part of the downstroke than at the middle or intermediate portion of said stroke.

. From the foregoing it will be evident that Iam enabled to secure quick changes in speed and by means within easy reach of a rider, and the coupling of the driving mechanisms alternately can be accomplished without the necessity of dismounting, and a rider `can coast when either `the fast or the slow driving mechanism is in action,

Changes in the form, proportion, size, and the minor details of construction within 'the scope of the appended claims may be resorted to without departing from the spirit or sacritlcing any of the advantages of 'this invention.

The crank hanger or casing may, if desired, include a removable cover or cap which IOO IIO

lcan be detached for the purpose of inspecting or cleaning the mechanism inclosed thereby.

Having thus described the invention, what I claim is- 1. An eccentric mounting for differential gears com prising a suitable support, a rotary spindle journaled therein, a separable tubular eccentric carried by the spindle, a hollow7 gear-carryin g sleeve encircling the eccentric, oppositely-disposed bearing members adjustably carried by the eccentric and closing the ends of the sleeve, and loosely-mounted antifriction devices intermediate of the bearing members and sleeve.

2. An eccentric mounting for differential gears comprising a support, a rotary spindle, a separable tubular eccentric carried thereby, a gear-carrying sleeve surrounding the eccentric, bearing-cones adjustably carried by the eccentric and closing the ends of the sleeve, antifriction-balls intermediate of the cones and sleeve, and internal projections upon the sleeve for retaining the balls in effective engagement with the bearing-surfaces.

S. In differentialspeed gearing for foot*- propelled vehicles, the combination With the crank-shaft, and a crank-shaft casing having a rearward extension of corresponding Width, of differential gears on the crank-shaft, a hollow sleeve or drum mounted eccentricallyin said casing inrrear of the crank-shaft, differ-v ential gears thereon adapted to mesh with the aforesaid gears, a tubular eccentric on which said sleeve is journaled,a tubular spindle for said eccentric having its ends journaled in the crank-hanger, means for turni ing said spindle, ball-'cups Within the ends of the sleeve and outside the planes of the gears thereon, cones adjustably mounted on the ends kof the eccentric, and antifriction ball# bearings between the cups and cones, substantially as and for the purpose described.

ln testimony that I claim the foregoing as my own I have hereto affixed my signature in the presence of tWo Witnesses.

FRANK J. GIBBS.

Witnesses:

TIMOTHY SULLIVAN, J oHN M. HAMER. 

